Valve gea



(No Model.) 2 Sheets Sheet 1; J. P. McGOOK.

VALVE GEAR. No. 309,480. Patented 1190.16, 1884.

WITNESSES Z INVENTOR I fir fifi vwb ATTORNEYS.

(No Mod el.) v 2 Sheets-Shet 2.

J. P. MOGOOK.

- VALVE GEAR. No. 309,480. Patented Dec. 16, 1884.

WITNESSES I 4 I ATTORNEYS.

N PETERS, FhokoLiihograplwr. Washingkon, D. C.

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JOSHUA I. MOOOOK, OF RICHMOND, VIRGINIA, ASSIGNOR OF ONE-THIRD TO JAMES H. BRUCE, OF SAME PLACE.

VALVE GEAR.

SPECIFICATION forming part Of Letters Patent NO, 309,480, dated December 16, 1884:.

Application filed April 23, 1884. (No model.)

To all whoiit it may concern.-

Be it known that I, JOSHUA P. MoGooK, of Richmond, in the county of Henrico and State of Virginia, have invented a new and useful Improvement in Valve-Gear, of which the following is a full, clear, and exact description, reference being had to the annexed drawings, forming part of this specification.

This invention relates to automatic valvegear; and it consists of the construction hereinafter described and claimed.

In the drawings, Figure l is a plan view, partly in section and partly broken away, showing my improved valve-gear. Fig. 2 is a vertical section taken on a plane cutting the crank-shaft longitudinally. Fig. 3 is a crosssection on line m of Fig. 2, and Fig. 4is a detail perspective view, partly broken away.

A indicates the crank-shaft of an engine, having the ily-wheel B and the eccentric G rigidly secured thereto; and G is the slide valve suitably connected to said eccentric.

On the shaft A, between the wheel ]3 and eccentric G, is loosely arranged a sleeve, D, having the driving-wheel E and the eccentric F rigidly secured thereto, the driving-wheel being arranged near the said fly-wheel, and the eccentric F being suitably connected to the cut-offvalve F. The sleeve D is provided with a transverse slot, G, extending half-way around it, and the end walls of said slot are adapted when the sleeve is rotated to engage a stoppin, H, set in the shaft A, and projecting through said slot. The sleeve is thus adapted to have a rotary play of one-half a revolution on the said shaft.

Between the wheels B and E, and 011 the sleeve D, is arranged a spiral spring, I, having one of its ends secured to the wheel E, and the other to a disk, J, mounted on the hub of wheel B. This disk is formed with radial holes K in its periphery, into one of which holes is set apin, L, which, against the action of the spring, supports the disk against a stop, M, on one of the spokes of the wheel B. The driving wheel E is provided with a lug, N, carrying a set-screw, O, which is to bear against the opposite side of the stop M on wheel B from the pin L and supports the wheel E against the action of the sprin The tension of the spring I is to be regulated by means of the holes K and pin L at one end of the spring, and by means of a series of holes. 1?, in the wheel E, into any one of which the other end of the spring may be secured, and 5 5 also by means of the set-screw 0, carried by said wheel. It will be seen that this construction will allow the wheel .15 to move forward one-half a revolution in advance of the wheel E, whereupon the tension thus put upon the spring will cause the wheel E to regain its normal relation with the wheel B as the resistance to wheel E is removed. The spring is to be so arranged that when the wheels B and E are held thereby in their normal position the eccentrics O and F will be so arranged with respect to each other that the throw of one will be approximately opposite to that of the other, causing the slide-valve and cutoif valve to move in opposite directions to each other. Thus when the normal relation of wheels B and E remains undisturbed, as when the engine is running without a load, the op positely moving valves will cause the steam to be rapidly cut off, in which case the admis- 7 5 sion of steam will be at its minimum; but when a load is put on the engine, or the load thereon is increased, the resistance to the speed of the d riving-wheel thus produced will overcome the normal tension of spring I and change the relative position of the wheel E with that of the drivingshaft, and consequently that of the two eccentrics with respect to each other, without materially affecting that of wheel B. By this last-named action the spring I is put under a still greater tension, and the eccentric F, moving with the crank-shaft A and wheel 13, is moved from its normal relation to eccentric O to a position in which its throw shall more nearly coincide with that of 9c said eccentric 0, according to the amount of resistance produced by the load. As the normal relation of the eccentrics is thus disturbed, the movements of the valves will be correspondingly affected. Thus, if the resistance of the load is sufficient to change the relation of the eccentrics by one-half a revolution, the throws of the eccentrics will coincide, and the slide and cut-off valves will move together, in which case the admission of steam will be at IOO its maximum, As the load or resistance to wheel E is removed or diminished, the action of spring I will come into play and cause the wheel E to tend toward its normal position with respect'to the wheel 13, thereby returning the eccentric F toward its normal position, and causing the valves to cut off the- I movements of the cut-off valve above described, I provide a clutch consisting of the part Q, which is rigidly secured to the sleeve D, and the part 1%, which is loosely mounted on said sleeve, and is provided with an intersteam is increased.

nal longitudinal groove, S, by which it is loose- I y connected to the stop-pin H, which pin limits the rotation of the sleeve 1) on the shaft A. \Vith this construction the rotation of wheel B and shaft A will rotate the part B of the clutch by means of the pin H independently of the movement of the wheel E and part Q of the clutch. Consequently, when the load checks wheel E, the forward movement of the shaft A and part B of the clutch will cause the said part It to slide longitudinally from part Q, due to their contiguous inclines,which are of well-known construction. It will be observed that this movement of the part It takes place at the same time the eccentrics are thrown out of their normal relation and the admission of Now, to utilize this movement of the clutch for opening the throttlevalve of the steam chest at the time more steam is required, I provide a bell'crank, T,

i which is pivoted on top of a standard, U, and

has one of its arms provided with a clutchfork, V, by which it is connected to a groove in the part B of said clutch. The other arm' of the bell-crank is suitably connected to the throttler valve \V. A spiral spring, X, arranged on the sleeve D between the eccentric F and the part It, serves to return the said part to its normal position when the load is removed.

I do not wish to 'be confined to the use or arrangement of the spiral spring I for normally holding the driving-wheel in position in contact with the fly-wheel or crank-shaft. It is obvious that the result aimed at by the use of said spring might'be accomplished by other arrangements of retracting-springs without departing from the spirit of my invention. For instance, where a large driving-wheel is used, I should prefer to use two coiled springs arranged opposite to each other and approximately between-the rim of the driving-wheel and a hub or other support rigidly secured on the shaft. In a center-crank engine the driving-wheel and fly-wheel would be located on opposite sides of the crank, and a suitable supportsuch as a hub with two arms or spokes--wou1d be secured to the shaft to support the driving-wheel in the same manner as it is supported by'the flywheel where both are on the same side of the crank.

What I claim isl. The combination of the crankshaft having the eccentric for operating the slide-valve rigidly secured thereto, the sleeve loosely mounted on said shaft and adapted to have a partial rotation thereon, the driving-wheel rigidly secured .to the sleeve, the spring con;

necting the said wheel elastically with the shaft, and the eccentric for operating the cutoff valve rigidly secured to said sleeve, and having its throw approximately on the opposite side of the shaft from that of the aforesaid eccentric, substantially as shown and described.

2. The combination of the crank-shaft having an eccentric rigidly secured thereto, the sleeve having a driving-wheel and an cecentric rigidly secured thereto, means for limiting the rotation of the sleeve on the shaft, and means for elastically connecting the sleeve and shaft together, substantially as and for the purpose set forth.

3. The combination of the crank-shaft having. an cceentricand a flywheel rigidly secured thereto, the sleeve having a drivingwheel and an eccentric rigidly secured thereto, means for limiting the rotation of the sleeve on'the shaft, the spiral spring connected to the driving-wheel, the disk loosely mounted on the hub of the fly-wheel and connected to said spring, and a stop on the fly-wheel for holding the disk on the one hand and the driving-wheel on the other against the action of the spring, substantially as shown and described.

. 4. The combination of the crank-shaft having an eccentric and a fly-wheel rigidly secured thereto, the sleeve having a driving wheel and an eccentric rigidly secured thereto, and being provided with a transverse slot,

a stop-pin secured to the shaft and engaging said slot to limit the rotation of the sleeve on the shaft, and means for elastically connecting the sleeve and shaft together, substantially as shown and described.

5. The combination of the crankshaft hav ing an eccentric and a fly-wheel rigidly secured thereto, the sleeve having a drivingwheel and an eccentric rigidly secured thereto, means for limiting the rotation of the sleeve on the shaft, a spring for elastically connecting the sleeve and shaft together, and means for regulating the tension of said spring, substantially as shown and described.

6. The combination of the crank-shaft having an eccentric anda fly-wheel rigidly secured thereto,the sleeve having an eccentric and a driving-wheel rigidly secured thereto, means for limiting the rotation of the sleeve on the shaft, a spring for elastically connecting the sleeve and shaft together,a clutchcollar loosely mounted on the sleeve and having a longitudinally-sliding connection with the shaft, and abell-crank having a clutchfork engaging said collar, substantially as I by said stop-pin, andthe bell-crank connected shown and described. 1 to the clutch-collar, substantially as shown 10 7. The combination of the crank-shaft, the and described. sleeve loosely mounted thereon and having 1 a transverse slot the stop pin secured to the shaft and engaging the slot, the clutcht collar loosely mounted on the sleeve and hav- 7M. A. BARRETT, ing an internal longitudinal groove engaged i LoUIs N. 00001;.

JOSHUA r. nooooir.

Witnesses: 

